Apparatus for the control of railway cars or trains.



l UTNE.

APPARATUS FOR THE CONTROL OF RAILWAY CARS OR TRAINS.

APPLICATION FILED SEPT. '7, 1911. h

Patented Sept. 15, 1914.,

5 SHEBTS-SHEBT 1.

l illum m 1.

WITNESSES IN VENTOR.

a W 4 AT-TYDRNEY.

,P. UTNB. APPARATUS FOR THE CONTROL OF RAILWAY CARS 0R TRAINS.

APPLICATION FILED SEPT. 7, 1911. 41,110,41 2.

' Patented Sept. 15, 1914'.

5 SHEETSSHEETu2 WITNESSES INVENTOR.

P. UTNE.

APPARATUS FOR THE CONTROL OF RAILWAY CARS 0R TRAINS.

APPLICATION FILED SEPT. 7, 1911.

1,1 10,412. Patented Sept. 15, 1914. v 5SHBETS-SHEET 3 (O 0 5% A w v 6 u.- w (S 2 E Z a Q m x N Y n R a A k .306" g :ei i C Q 0 A G WITNESSES: INVENTOR.

P. UTNE.

APPARATUS FOR THE CONTROL OF RAILWAY CARS 0R TRAINS.

APPLIGATION FILED SEPT. 7, 1911.

1, 1 1 0,41 2. Patented Sept. 15, 1914.,

SHEETS-SHEET 4,

WITNESSES INVEN T011. %%M

Q, 4 4 M mmy A P.UTNE. APPARATUS FOR THE CONTROL OF RAILWAY CARS OR TRAINS.

- APPLICATION FILED SEPT. '7 1911.

1,110,412. razentea sepa;15,1g14

s SHEETSSHEB T5. i

WITNESSES 1X VEN TOR.

, I r I .444 ATTORNEY. V

UNITED STATES PATENT OFFICE.

PER UTNE, OF EDGEWOOD PARK, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH 85, I SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENN-'- SYLVANIA.

APPARATUS FOR THE common or RAILWAY cans on. TRAINS.

Application filed September 7, 1911. Serial No. 648,116.

a To all whom it may concern:

Be it known that I, PER UTNE, a subject of the King of Norway, and residing at Edgewood Park, in the county of Allegheny andv State of Pennsylvania, United tomatically'applying the brakes of a car or train when such car or-trainpasses a point at which it should stop, such as when it passes a signal set at danger.

I will describe one form and arrangement of apparatus embodying my invention, and

then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is adiagrammatic view showing one form and arrangement of apparatus embodying my invention. Figs, 2, 3 and 4-are respectively a longitudinal vertical sectional view,

a horizontal sectional view, and an end elevation, partly sectional, showing in detail thetripping device carried by a car and illustrated diagrammatically in Fig. 1.-

Figs. 5 and (3 are respectively vertical sectional views showing in detail the electro= magnetically controlled exhaust valve, and

the pressure controlled circuit 7 controller, illustrated in outline in Fig. 1.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig.- 1, I will mention the essential parts of the system there n illustrated, and will then describe certain of these parts in detail referring to the suc-:

ceeding views. 10 designates a railway car or train, and 11 a portion of a train pipe carried by the car or train. It' is understood that the car or train is equipped with a braking system of any of the usual types.

I have illustrated my invention in connec tion with a fluid pressure braking system in.

which the brakes are held released when the fluid pressure (usually compressedair) in.

the train pipe is at or above a predetermined point, and are applied when the air pressure in the train pipe falls below such predetermined point. The train pipe 11 is supplied with air pressure from a suitable source such as a pump or a reservoir, which source is not shown in the drawings. 18 designates a mechanism comprising an ex haust port fpr the train pipe, a fluid pressure device for the control of the exhaust port, and an electromagnet 16 for the con-' trol of the fluid pressure device, which mech- Specification. of Letters Patent. 7 Patented Sept, 191iL' anism is illustrated in detail in Fig. 5. 12' I is a circuit controlling devicefor the control of the circuit of electromagnet 16, which circuit controlling device is adapted to be operated by the engagement of a trip arm 17 with a stop arm 15. It is understood that the stop arm 15 is located alongside the trackway and is moved into or out of posi tion for engagement with the trip arm 17 whereby the car or train may be aut0mati-.

cally stopped or may be permitted to pro ceed. As here shown, the'circuit controlling device 12 is located adjacent the top of the car 10, and the stop arm is suspended above the trackway, although-I do not wish to be limited to this specific location of these parts. The stop arm 15 may be operated by any '-suitable means (not 1 shown. herein). 1

For example it may be operated by direct connection with a signal device, in which case the arrangement of connections would usually be such that when the signal device is in the clear or proceed position the stop arm 15 would be held out of positoin for engagement with trip arm 17, and when the signal device is in the danger or stop position the stop arm 15 would be held in position for engagement with the trip arm 17 whereby the circuit controller operated by the'trip arm would be actuated to cause the exhaust port to open. The circuit con- :tro1ling-;device-12 is illustrated in detail in Figs. 2, 3 and 4. 14 is a circuit controlling device controlled by a diaphragm which is responsive to variations of the air pressure in the train'pipe 11; thiscircuit-controllin device is illustrated in detail in Fig.

6. 20 esignates an auxiliary reservoir which is connected with the train pipe through a check valve 21, which'valve permits air to tom.

flow from the train pipe to the reservoir but prevents flow of air in the reverse dir ion! The remainin g parts of the apparatus shown in Fig. 1, and the circuits connecting the various parts, will be explained hereinafter in connection with the operation of the sys- Referring now to Fig. 5, the mcch anism 13 comprises a cylinder 22 and a pistbn 23 movable therein. One end of the cylinder is conneected with the train, pipe through a pipe 19 (see also Fig. 1) and the same end of the cylinder is also open to atmosphere through anexhaust port 24. This same end of the cylinder is providedwith an inwardly extending valve seat 25 with the end of which the piston 23 is adapted to engage. The piston is provided with a facing of leather or of-other similar material in order to tightly cover the valve seat 25 when the piston is in the extreme right hand position and are moved to one-position by means of a spring 30 and to another position against the action of this spring by a rod 32 which is connected with an armature 33 of electromagnet 16. The valve 29 opens and closes the passage between the pipe 18 and'the cylinder 22, and the valve 28 opens and closes the passage between the cylinder 22 and atmosphere. It is understood that when valve 28 is seated, valve 29 is unseated, and vice versa. An electro-magnetically' controlled valve device of this character is shown and described in United States Letters Patent No. 357,109 granted to George WVestinghouse, Jr, on February 1, 1887.

It will be noted that when theipiston 23 is.

in the extreme right hand position of its stroke, the area of the piston exposed to the fluid pressure in the left hand end of the cylinder is greater than the area exposed to the fiuid pressure in the right hand end of the cylinder. Hence when the left hand end of the cylinder is connected with pipe 18 and the fluid pressure in pipes 18 and 19 is subtantially equal the piston will be held in the extreme right hand position of its stroke and the exhaust port 24 is held closed; but when the left hand end of cylinder 22 is opened to atmosphere the pressure in pipe 19 will move piston 23 to the left thereby opening thepipe 19 to atmosphere through exhaust portf 24. The operation of this mecha.nism'willbe" more fully explained hereinafter in connection'with'the operation of the entire system.

A spring 34 is preferably employed to hold piston 23 against the valve seat 25 when there" is no fluid pressure on either side of the piston, this being the proper position of the piston to permit the pressure inthe train pipe to be raised by the pumps or other means. 35-is a circuit controller operatively connected with armature 33', the contacts of which controller are closed when the magnet is energized and open when the magnet is deenergized.

Referring to Fig. 6 it will be seen that the device 14 comprises a chamber 36 the lower portion of which is connected with the train pipe through a pipe 37 (see also Fig. 1). This chamber contains a movable member which is responsive to variations of the pressure in the train pipe; as here shown this movable member is a flexible diaphragm 38, although I do not wish to be limited to this specific type of movable member. The dia phragm 38 is operatively connected by means of a rod 39 with a circuit controller 40. The

parts are so adjusted that while the pressure in the train pipe is at or above a predetermined point the contacts of circuit controller 40 are held open; but when the pressure in the train pipe falls below the predetermined point the contacts of the circuit controller are closed. This adjustment will be referred ,to and more fully explained hereinafter.

Referring now to Figs. 2, 3 and 4 I will describe in detail the trip actuated circuit controlling device 12. As here shown the trip arm 17 is rigidly secured to a shaft 41 suitably journaled in two opposite sidesof a box 42. 43, 43 designate two arms rotatably mounted on a pin 45 which is supported in a suitable lug 46 forming part of the box 42.

Riveted to the arms 43 is a knob 47 of insulating material, which knob is adapted to engage with a circuit controlling finger 44 in such manner as to hold the contact closed when the arms are "in their upper position and to permit the contact to open when the arms are in their lower position. The arms 43 are normally held in their upper position by means of a spring 48. 49 designates a cam secured to the shaft 41,.the face of which cam is adapted to engage with a roller 50 mounted between the arms 43. As is clearlyshown in Fig. 2 when the trip arm 17 is in a substantially vertical osition the cam 49 permits the arms 43-to e drawn to the upper extremity of their stroke by the spring 48. When however the trip' arm is rotated in the direction indicated by the arrow in Fig. 2, as by engagement with a stop a.rm,the face of the cam 49 coacts with the roller 50 to move the arms 43 downwardly to their lower position against the action of spring 48. If desired, the cam 49 may be so constructed that when the trip arm is ro-- tated in the direction opposite to that indicated by the arrow the arms 43 will be moved .rectionopposite to that indicated by the arrow in F ig; 2, as for example by the engagement wlth a stoparm when the car or train 1s. running in-the dlrection opposite to normal trafl'ic, the face of cam49 wouldmerely slide on roller 50 without any tendency to move 'the arms 43 downwardly. The trip arm 17 is held normally in the ver tical ly upward position, and is returned to such normalposition after being rocked in either direction, by means of a centering device which I will now describe. '6; des gnates a plate secured to one end of' the box- 42, in which plate two pins and 61 are mounted to'project inwardly. These pins serve as guides for two centering'springs 58 and 59. 62 designates a tube (see Fig. 3)

adapted to slide freely inside of spring 58 and over pin 60. A similar tube'slides vin spring 59 but is not shown in the drawings.

55. the shapes of which are clearly indicated in Fig. 2. As will be seen in this view, each end piece is provided with an ear adapted to engage respectively with pins 56 and whichpins are suitably mounted in the box 42. The cars are normally-held in engage, ment with these pins by the pressure of. spr1ngs58 and 59 on the enlarged end pieces of the tubes. A cam '51 rigidly secured to the shaft i1 is provided with two projecting lugs 52 and 53, which lugs are adapted'to engage respectively with extensions of the two end pieces 54 and 55 as clearly shown in Fig. 2. lVhen the. trip arm 17 is vertical the two lugs 52 and 53 are adjacent the two extensions but no pressure is exerted upon' the lugs because the end pieces are in engage- "ment'with the stationary pins 56 and 57-.

Vhen howeverthe trip arm 17 ,-,and therefore the shaft 41, is rotated in one direction orthe other from the normalvertical position, one or the other of the lugs 52 or '53- engages with the corresponding end piece 5-.t or 55, thereby compressing one of the SPIIUQ'S 58 or 59. It is evident that as, soon as the,

outside force tending to rotate the trip arm is removed, the arm willibe immediately returned to its vertical position by the action of the compressed spring.

After the arms 43 haveloeen moved down; wardly by the action of -c'am-49, it s desl-ra-r ble that their return movement 'under the;

action of spring l8should be'rctarde'dthereby holding thecontact of circuit controller a4 open. for a short period of time. As here shown I obtain the retardation by means of a builing device-which I will now describe.-

GG designates a cylinderwhich'is suitably mounted upon lugs ad acent one corner of the .box 42. .This cylinder is closed at the top and open at the bottom, and is provided with a piston 67 which "is operatively connected with the arms 43 and which fits loosely in the cylinder to permit the slow ranged that when the piston is moved in a downward direction the valve will allow air to pass freely through holes 68 into. the

space above the piston; but when the piston is moved upwardly the holes 68. are closed by gravity and by the pressure upon the valve of the air above the piston, hence the speed of-the upward movement of the piston is retarded by the compression of the air above the piston. As here shown,'this valve 69 comprises adisk having movement relatively to the piston. r

Referring now to Fig. 1, I will explain the operation of the. entire apparatus therein illustrated. hen the fluid pressure in the train pipe is normal and the trip arm 17 is vertical, a circuit through electro magnet 16 is closed as follows,from battery 70 through wire '71, magnet 16, wire 72. circuit controller 35, wire 73, circuit controller 11, iwires 7%, and 78 to battery 70. Magnet 16 is thereby energized, holding valve. device 27 (see Fig. 5) in such position that the left hand end of cylinder -22 is connected with pipe 18. Piston 23 is therefore held at the .r'ght l and end of its stroke and the exhaust port is closed." Circuit controller 40 is 4 held open because the pressure on the diaphragm is above the point at which'tl-iesc contacts close. Itwill be'noted that the cit cuit just traced through-magnet 16 passes through circuit controller operated by the armature of this magnet, hence when the circuitthrough this magnet is once opened it cannot againbe closed until the contacts forming a temporary shunt aroundocircu-it controller 35. Assume now that circuitcontroller H is opened by the engagement of triparm 17 with a stop arm 15. The contact will be held open during ashort period or": time by the buffing device, and-this period of time is suflicient for magnet, 16 to release its armature. The release of this armature opens circuit controller 35, hence magnet 16 cannot-be againenergized until circuit controller 40hasjbeen closedby the reduction of press'nreilin the train pipe. Therelcase of armature 33' perm ts the valve device 2:

and disconnecting pipe 18 from this end of the cylinder. The fluid pressure on the right hand face of. piston 23 will then move this piston tothe left,.-connecting the pipe 19 with atmosphere through the exhaust port 24; The fluid pressure in thc'train pipe will then be rapidly reduced and the brakes.

thereforei'applied to stop the car or train.

of circuit controller 40 are closed thereby to be .reversed,'thereby opening the left hand crijdof cylindcir 22 to atmosphere (see Fig.3)

When the pressure in the train pipe has prevented by the check valve 21 from How.-

ing back into the train pipe when the pressure n the train pipe is reduced, the pressure in. pipe 18 remains high and will therefore move the piston 23 to the right, closing exhaust'port 2a. The train pipe being then closed, its pressure may again be increased to thenormal point by fluidpressure from the mainsource, during whichincre'ase the diaphragm 38 will be operated to open cir-- cuit controller 1O; but circuit controller is now closed hence the circuit through magnet 16 is the same as that first traced, and this circuit is ready to be again opened by circuit controller 14.

It will be noted that in a control system embodying my invention, as soon as the brakes havebeen applied to stop the car or train the train pipe is again closed to permit the ressure to rise and to thereby release the rakes; hence after the car or train is brought to a stop no attention is required on the part of the train crew to place the brakes in condition to proceed.

Although I haveshown a reservoir 20 and a check valve 21 between the train pipe'and the valve device 27, these parts are not essentialto the operation of the system, and may be dispensed with if desired. In such case the valve device 27 is connected directly with the train pipe by means of the pipe 18, and the pressure remaining in the train pipe after an application of the brakes will be suflicient to move the piston to its right hand position when the left hand end of the cylinder isconnected with pipe 18. This movement of the piston is due to the fact that the pressure on the right'hand face of the piston is lower than that on the left hand face because the right hand end of the cylinder. is directly open to HUHOSPIIQTQ through.

the port 2%. Or it the pressure in the train pipe is completely exhausted the piston will be moved to its right hand position by the action of spring 3%.

In Fig. 1 I have shown my inventionas applied to a car or train using electric propulsion current, but it is understood that it may equally well be applied to a car or train propelled in anymann'er. In the case of directpropulsion current, however, as indicated in Fig. l, the battery 70 may be of the storage type and may be connected in a branch around the motor circuit and in series witha suitable resistance 83. By means 01'' this arrangement the'battery will be kept fully charged and will require the minimum amount of attention; in fact the magnet 16 will be. energized by the propulsion current at all times except when suchcurrent is for any reason interrupted, and at such times.

the battery 70 will supply current to the magnet.

Although Ihave herein shown and described only one form and arrangement of apparatus embodying my invention, I do not wish to belimited to this particular form and arrangement, it being undc'stood that various modifications-may be made therein within the scope of thelappcnded claims without departing from the spirit and scope of 'my invention.

Havingthus described my invention, what I claim is,-

1. In combination, a train pipe', means for opening said train pipe, an electromagnetic device for controlling said means, a circuit controller controlled by said electromagnetic device and operating after the device has become deenergized to keep it decnergized, and means responsive to the fluid pressure in said train pipe for rendering saidv circuit controller ineii'ective to control the electromagnetic device.

In combination, a train pipe, means for opening said pipe, an' electromagnetic device for controlling said means, a circuit for said electromagnetic device, means for opening said circuit,-a contact controlled by said device for keeping the circuit open after it has been opened, and means responsive to the fluid pressure in said train pipe for rendering said contact incdective to coir trol the circuit.

3, In combination, a train pipe, means for opening said train pipe, an electromagnetic device for controlling said means, a contact operatively connected withsaid device for controlling the device, and means responsive to the fluid pressure in saidtrain pipe for rendering said contact ineiicctive to control said electromagnetic device.

1. In combination, a train pipe, means for opening said pipe, a device controlled by said opening means for retaining said openmg means in the opening position, and

means responsive to the fluid pressure in the train pipe for rendering said device inetiective to control. said opening means.

5111 an apparatus for the control of .fluid pressure brakes, the combination of a train pipe, an exhaust port in the train pipe, an ,electro-magnet for the control of the exhaust port, a circuit controller operated by the electro-magnet, a movable mem member.

ber connected with the train pipe and responsive to variation of pressure therein, a-

circuit controller operated by said member,

.a circuit for the e-lectro-magnet including a 6; In an apparatus for the control of fluid pressure brakes, the combination of a train pipe, an exhaustport in the train pipe, an electro-magnet, means controlled by the elec-' tro-magnet for holding the exhaust port closedor open, a circuit controller operated by the electro-magnet and arranged to be closed or open according to whether the magnet is energized or deenergized,-a movable member connected with the train pipe and responsive to variations of pressure therein, a circuit controller operated by the movable member and arranged to be open or closed according to whether the pressure in the train pipe is above or below a predetermined point, a circuit for the electro-magnet including a source of current and thec'ircuit controller operated by the electro-magn'et,

means for controlling the said. circuit, and a branch circuit around the circuit controller operated by the electro-magnet which branch circuit includes the circuit controller operated by the movable member. i

7. In an apparatus for the control of fluid pressure brakes, the combination of a train pipe, an exhaust port in the train p1pe',- a

' fluid pressure device for the control of the exhaust port, an electro-magnet for the controlvof the fluid pressure device, a circuit controller operated by the electro-magnet, a

movable member connected with the train pipe'and responsive to variations of pressure therein, a circuit controller operated by the movable member, a third circuit controller which is normally closed, means for opening said third circuit controller, a circuit for the electromagnet including a source of current, the circuit controller operated by the electromagnet and the third circuit controller; and

a branch circuit around the circuit controller operated by the electromagnet and including the circuit controller operated by the movable member.. I

8. In an apparatus for thecontrol of fluid pressure brakes, the combination of a train pipe, an exhaust port 1n said train pipe, an electromagnet for the control of the exhaust port, a circuit controller operated by the electromagnet, a movable member connected with the train pipe and responsive to variations of pressure therein, a circiut controller operated by said member. a third circuit controller whichis normally closed, means for opening said third circuit controller; a circult-for the electromagnet including a source of current, the circuit controller operated by theelectromagnet, and the third circuit controller; and a branch circuit around the elec-- pressurebrakes, the combination of a train pipe, an exhaust port in said train pipe, an electromagnetfor the control of the exhaust port, a circuit controller operated by the electromagnet, a movable member connected vvith the train pipe and responsive to variations of pressure therein,:acircuit controller operated by said member, a third circuit controller which is normally closed-means for opening saidthird circuit controller, means for retarding the closing of said last-mentioned' circuit controller after it has been opened; a circuit for the electromagnet ineluding a source of current, the circuit controller operated by the electromagnet and the third circuit controller; and a branch circuit around the electromagnet circuit controller which branch circuit includes the circpit controller operated by the movable mem- 10. In an apparatus for the control of fluid pressure brakes, the combination of a train pipe, an exhaust port in the train pipe,

a fluid pressure devicefor the control of the exhaust port, a valve'for the control of the fluid pressure device, an electromagnet operatively connected with the valve, a circuit controller operated by the ele'ctromagnet and arranged to be closed or-open according to whether or not the electromagnet is energized, a movable member connected with the train pipe, a circuit controller operated by the member and arranged to be closed or open'according to Whether the pressure in "the train pipe is below or above a predeter mined point, a third circuit controller which. is normally closed, means for opening said third circuit controller; a circuit for the electromagnet including a source of current, the circuit controller operated by the electromagnet and the third circuit controller; and a, branch circuit around the two lastmentioned circuit controllers and including thelcircuit controller operated by'the movable member. r

11. In combination, a train pipe, a cylinder, a diflerential piston movable therein,

end of the cylinder exposed to the smaller face of the piston, a reservoir connected With the train pipe, a check valve interposed between the reservoir and the train pipe for preventing the flowof fluid from the reservoir to the train pipe; a valve device adaptmeans for connecting the train pipe With'the ed when-in one position to connect the oiher end of the cylinder with the said reservoir, and when in another position to disconnect the cylinder from the reservoir and to connect the cylinder with atmosphere; and means controlled by said piston for opening and closing the train pipe.

PER UTN E.

iVitnesses in Enwnno 7' 

